Internal combustion engine



Marh,30, 1943 F; A. QUIROZ 2,315,011

V INTERNAL COMBSTION ENGINE I Filed Nov. 12, 1940 I y 4 SheetsS'qeet l Zzgl f FII-GZ.

. INVENTOR FeA/vc/.sco A. @v /faz.

March 30, 1943. F, A QU|ROZ l 2,315,011

1 INTERNAL COMBUSTION ENGINE Fil'ed Nov. 12, 1940 4 sheets-sheet 2 F/eA/vc/.sc-o A Qaffeoz.

l BY Jy @if ,lf/s' ATToRA/Y F. A. QUIROZ INTERNAL COMBUSTION ENGINE,

March 30, 1943.

4` Sheets-Sheet 4 I INVENTOR FeAA/c/sc'o A Qz/eoz. ./:V/n

Filed NOV. 12, 1940 H5' ATTORNEYS.

Patented Mar. 30, 1943 UNTED STATES FTENT OFFICE INTERNAL COMBUSTION ENGINE Francisco Angel Quiroz, `Newark,vN. J.

Application November 12, 1940, Serial No. 365,189

(Cl. 12S-68) 4 Claims.

This invention relates to internal combustion engines, and its main object is to provide an engine having a considerably higher thermal efficiency than the present Diesel or Otto cycle engines.

In the operation of an internal combustion en.

gine, `a large portion of the energy in the fuel is absorbed as heat by the cooling system of the engine, directly from the combustion gases; another large portion passes o in the exhaust gases, partly in the form of sensible heat and partly as work against the atmosphere. Most of the remainder is converted into work on the piston; but a considerable part of this Work energy is converted into heat by friction in the engine and thus lost. Only a minor part of the fuel energy is converted into useful work. A primary object of my invention is to convert a greater proportion of the fuel energy into useful work, and to reduce the loss of heat energy'by heat transfer from the combustion gases to the cooling `system and by discharge with the exhaust gases into the atmosphere.

The achievement of this object by my invention is the result of a combination of construction and operating factors which, as compared with the present normal practice, increase the mass of air or gas mixture taken in on the suction stroke, without the use of a supercharger; bring the compression stroke nearer to an isothermal operation and the expansion stroke nearer to an adiabatic operation; and expand the gases in the expansion stroke to a lower pressure and temperature.

The combination of factors which produces these results is realized primarily by segregating the two operations, compression and expansion, now usually performed in the same cylinder, and carrying them out in two separate chambers, each designe-d for its particular function.

The invention is applicable to engines operating on a carbureted mixture as well as to fuel injection-type engines.

One of the objects of the invention is to prevent the immediate elevation of the temperature of the charge sucked into a cylinder, by its contact with a remnant of hot gases and the highly heated walls of a combustion chamber, the eifect of such a rise of temperature being to lower the density of the charge and thus to reduce the mass of the gaseous charge which can enter the cylinder on the suction stroke.

Another object, particularly when operating Vwith a carbureted mixture, is to absorb a rgreater portion of the heat of .compression from the charge, during the compression stroke, in order' that the denser charge sucked in may be compressed to a pressure higher than that which is normal for the Otto cycle engine, Without reaching the ignition temperature, thereby increasing the efficiency of the engine.

Another object of the invention is to avoid subjecting the expanding combustion Agases to the usual loss of heat into the cooling water, and thus to save a greater proportion of their energy for useful work.

Still another object of the invention is to convert into useful work as much as possible rof the energy which has heretofore passed out with the exhaust gases, by allowing the combustion gases to expand against the work piston as close as possible to atmospheric pressure.

A further object is to provide an expansion chamber formed by a cylinder and piston so constructed that the walls of the expansion chamber with which the combustion gases come in contact are kept at a high temperature, while the bearing Walls of' the piston and cylinder are kept relatively cool and 'protected from the hot gases.

Another object is to provide an engine with greater power per unit of Weight.

The invention Will be described in det-ail by reference to certain illustrative embodiments shown in the drawings, wherein- Figs. 1, 2 and 3 are vertical sections, in somewhat diagrammatical form, of an injectiontype engine in accordance withV my invention, showmg the pistons in three different stages of their operation.

Fig. 4 is a similar vertical section of a modied form of engine, for operation witha carburetecl mixture.

Fig. 5 is a vertical section of an engine as shown in Figs. 1 to 3, illustrating details of construction.

Fig. 6 is a side elevation of the engine shown in Fig. 5, from the opposite side, with parts of the casing broken away.

Fig. 7 is a vertical section on the line 1 1 of Fig. 6.

Fig. 8 is a detail vertical section on the line 8,-8 of Fig. 6, showing a suction valve. l

Figs. 9 and 10 are diagrams of the valve operations, in relation to the movements of the cranks connected to the expansion piston and the compression piston, respectively.

Referring first to Figs..1 to 3, the engine there shown comprises a suctionA chamber I and an expansion chamber 2. The suction chamber is formed bya cylinder 3 having a cylinder head 4 and a piston 5. The expansion chamber v2 is formed by a cylinder 6 having a head 1 and a pis back tothe position shown in Fig. .1

ton 8. In the head 4 is a suction valve 9 for controlling the admission of air from an intake channel I into the suction chamber I. In the head 'I is an exhaust valve II to control the escape of the spent gases into an exhaust conduit I2. Between the compression chamber I and the expansion chamber 2 is an ignition chamber I3, which can be brought into communication with the compression chamber I through a channel I4 and with the expansion chamber 2 through a channel I5. The communication of the ignition chamber with the compression and expansion chambers is controlled by an oscillating valveV I6 which, in this case, is hollow, and the cavity of which constitutes the ignition chamber.

A .port 35 connects the chamber I3 witheither the channel I4 or the channel I5, according to Ytheposition of the valve.

The valve I6 has at the sideY` opposite the port 35 a .port II for admission of fuel charges from an injection nozzle I8 supplied through a pipe I9. The cylinders are cooled by water heldin the water jacket space 38, while the heads 4, *'I, which are actually in a single casting, are cooled by Water held in the water jacket space 3l. The ignition chamber I3 is preferably lined with a layer of heat-insulating material 33.

The operation of the machine, as thus far described, will now be explained by reference to the ignition chamber I3is in communication withl 'the expansion chamber 2. A chargeof air compressed into the ignition chamber onthe previous stroke, and heated by the combustion ofa charge of fuel injected through the nozzle I8, is expanding in the expansion chamber. The charge of fuel.

In the operation of the engine following the cycle described, certain factors, now to be referred to, come into play to increase the eiciency of the operation. The air which is sucked into the compression chamber I from the suction conduit I9 enters a relatively cool cylinder, because there has been no previous explosion in it. Furthermore, there is no remnant of combustion gases in this cylinder. Consequently, the sudden rise in temperature of the charge of air entering the cylinder of a normal engine is avoided and, the air being more dense, a greater weight of air occupies the compression chamber at the end of 'the suction stroke. During a large part of the compression stroke which follows, the comparatively cool walls of the compression chamber constituteV av preponderance of the surface area in contact with the charge, the area of the heated walls of the ignition chamber I3 being comparatively small; consequently the heat ot compression is drawn oi rapidly. Notwithstanding the greater weight of air in the compression chamber, the pressure exerted on the compression piston 5 during the compression stroke is not greater than in a normal Diesel engine. Thus the work of compression is no greater.

was ignited bythehigh temperature of-the compressed charge of air, in the manner familiar in Diesel engine operation.

Fig. 2 shows the Ypistons after they have progressed in their downward stroke approximately half way. The lead vof the piston 5 over the piston 8 shows more clearly here, Where the difference in crank angle gives rise to the maximum difference in the relative positions of the pistons.

VFig.y -3 shows the pistons just after passing bottom dead center.

up slightly in advance of the piston 8. -The suction valve 9 has been closed. .'Ihe oscillating valve I6 has been thrown-to the position where the ignition chamber I3 'is cut oiffrom theexpansion chamber 2 and is in communication with the compression chamber AI.- As the piston 5 continues to move up, the air which'was drawn The piston 5 has started.

' During the expansion stroke, the heat of the combustion gases is conserved by insulation interposed between the expansion chamber and the cooling water, and also in the walls of the piston. The preferred structure of this insulation will be described in detail later. In Figs. 1 to 3, there is shown a sleeve of insulation 20 in the wall of the cylinder 6, covered by a sleeve of metal 2l. The piston is constructed similarly, with a cap of insulating material 22 and a metal cap 23. Also the cylinder head 1 comprises a layer of insulation 24 covered by a metal plate 25. 'I'he diameter of the upper insulated portion of the pistoni! is suiciently smaller than the bore of v the`cylinder 6 to leave a narrow clearance space 2S. The piston is 'guided by its lower portion 2l in the lower portion 28 of the cylinder wall. The portion 21 of the piston has piston rings 29 bearing against the cylinder wall. The mutual bearing surfaces of the cylinder and the piston with its'rings are lubricated, while the surfaces of 1 the insulated portions of the cylinder and piston arenot lubricated and do not come in contact. 'The extent of the insulated portions of the cylinder and piston, parallel to their common axis, is approximately equal to the stroke of the piston.` The deadspace 28 protects the lubricant and the bearing walls ofthe cylinder and piston from the heat of the combustion gases.

The insulation of the piston and cylinder wall retardsv the ow of heat from the combustion is' designed to have a considerably greater voltaken place andthe oscillating valve I has swung The exact timing of. thevalves will .be describedin more detail presently. DVihen the piston 8 reaches its upperdead c enter position, another chargeof Afuel is injected into Ythe ignition chuarnlblerandthe.;A l

cycle is repeated.

ume at the lower dead center position of the o expansion'piston than the maximum volume of pansion chamber'is a separate element from the "compression ch'amberfthe expansion chamber may be so proportioned as to permit the combustion gases to expand to a lower pressure and temperature than in the operation of a standard engine, thus extracting from them a portion of the energy heretofore lost in the exhaust gases.

The total effect of the factors described is to increase the'proportion of the fuel energy converted into work upon the load piston. This result is due, on the one hand, to the higher initial pressure and temperature at the startof the expansion stroke, and on the other hand to the continuation of the conversion of the heat energy of the gases into work upon the load piston beyond the point of pressure and temperature where they are customarily released into the exhaust pipe, or in other words the lower nal pressure and temperature at the completion of the expansion stroke.

Fig. 4 shows a modification of the engine particularly suitable for operation with a carbureted mixture. The compression chamber I and expansion chamber 2 are substantially the same as before. The difference lies principally in the ignition chamber ill which, in this case, is somewhat larger than before, because the compression cannot be carried to such a high point with a carbureted mixture. The ignition chamber 40 is connected to the compression and expansion chambers by channels 4| and 42, which branch out from a central point at which is located an oscillating valve 43. The valve can move from the position shown in the drawing, in which it closes the channel 4| and opens the channel 42, to a position in which it closes the channel 42 and opens the channel 4|. At the top of the chamber 4|! is a port 44 into which is screweda spark plug 45.

The operation of the engine shown in Fig. 4 will be readily understood, without repeating in detail the previous description, which applies in general to this engine as well. The gas drawn in through the suction Valve 9 is a mixture of air and volatile fuel. The mixture is compressed into the ignition chamber 40 by an upward stroke of the piston following the suction stroke, the valve 43 being at this time in its position opposite to that shown in Fig. 4. Notwithstanding the greater weight of gas mixture drawn in on the suction stroke, and the higher compression I prefer to employ, the temperature of the gas mixture compressed into the ignition chamber is moderated by the low temperature at which the compression begins and by the rapid withdrawal of the heat of compression. There is thus eventually compressed into the ignition chamber 40 a gas mixture at higher compression and of greater weight per unit volume than in a standard engine, without the temperature of the mixture being raised to the ignition point during the compression stroke.

On the expansion stroke the operation is similar to that previously described, insofar as the conservation of heat in the combustion gases and the expansion of them to a relatively low temperature and pressure are concerned. The channel 42 exerts a control over the expanding gases, preventing a too sudden pressure impact upon thepiston 3 and making the engine adaptable for operation with gasoline of lower octane rating than that which can be used in a standard engine of similar compression.

Figs. 5 to 8 show some of the preferred details of construction of an engine embodying my in-r vention. In the expansion chamber 5, the walls are insulated, as previously stated. The preferred insulating structure is one adapted for the utilization of the highly efficient porous type of insulation, such as asbestos. The walls of the piston, cylinder and cylinder head are constructed with grooves 50 to receive a packing of porous insulating material 5|. The cylinder wall is faced with a sleeve 2|, which is preferably composed of a heat-resistant metal alloy. The cap 23, forming a facing for the piston, and the disk 24, providing a facing for the cylinder head, are preferably of the same material as the sleeve 2|. The heat-resistant-metal alloy is preferably one which takes a high polish, to reduce the loss of heat into the engine walls by radiation as far as possible. f

The pistons are connected by wrist pins 52 and 53 to connecting rods 54 and 55, at the lower ends of which are bearings 55 and 51 in which are journalled cranks 58 and 59 of a crank shaft 60. The crank shaft is mounted in main bearings 5|, 62 of a crank case G3 and carries a flywheel 64 and a load member 65. The crank 58 leads the crank 59 by a small angle, for instance 15. Timing gears E6, 5l, 58 operate a cam shaft 69 controlling the valves. The suction valve 9 is under the influence of a valve spring 35 and is operated by a valve rocker lo actuated through a rod 'il by a cam i2 fixed upon the shaft 69. The exhaust valve li is under the influence of a valve spring 73 and is operated by a valve rocker 'M actuated through a rod l5 by a cam 76 xed upon the shaft 69.

The oscillating valve i5 comprises a conical valve member 'Vi received in a conical bore 78. At its left end (Fig. 7) the valve member Tl has a shaft 'I9 extending into a closed bushing El) screwed into'a threaded hole 8| in the cylinder head. Between the bushing S and the valve member 'l1 is a spring 82 which presses the Valve member 1T axially against the wall of the conical bore '18, preserving a tight joint. At its right end (Fig. 7), the valve member 'il has a shaft 53 which extends to the outside through a bore 84 in the cylinder head stopped by a stuffing box comprising a packing ring 85 and a bushing 85. To the outer end of the shaft 531s fixed an arm 3l articulated at 88 to' the upper end of a valve-operating rod 135. The rod 5'?! is hinged at 9U, and its lower end 9| carries a roller 92 resting upon a cam 93 xed to shaft 55. A springV 94 is compressed between a flange 95 of the lower end SI of rod 89 and a seat 95 formed by a lug on the cylinder block.

The timing of the valves is shown in the dia.

grams -of Figs. 9 and 10. The more densely shaded areas |05 and ill! of the diagrams represent the portions of the crank circles of the cranks 59 and 58, respectively, during which the oscillating valve opens the channels into the respective chambers l and 2. The less densely shaded areas |52 and |03 represent the portions of the crank circles during which the exhaust valve and the suction valve, respectively, are open. The two diagrams shouldA be considered as relatively displaced by 15; that is to say, when the crank of the expansion piston B is at the point P in Fig. 9 (345), the crank of the suction piston 5 is at the point P in Fig. l0 (0).

It will be observed from these diagrams that the ignition chamber valve |3 begins to open the channel I5 into'the expansion chamber 2 at 5 before top dead center position of the crank 59. At this time, the crank 58 is 10 past top dead center and the suction valve 9 is beginning to open. The channel l5 is completely opened by .through 30 and has the valve I6 when p thel crank 59 has moved reached the point 25, past top dead center, as indicated by the letters Vo. The suction valve has moved to full open position at rthe same time, the crank 58 being at this in,- stant 40 pastv top ,deadcenten The valves are held in this position4 while the crank 59 moves to the 140 mark, at which point the valve I6 starts its movement to close the channel I5. The closure is completed when the crank 59 reaches 170, as indicated by the letters VC', but the valve continues its movement beyond this point. Meanwhile, at the 155 position of crank 58, namely at the same instant the valve` I B started its movement to close channel I5, the closure of the suction valve S begins. It is completed at 185. At the 190 position of the crank 58, the valve IE begins to open the vchannel i4. `This occurs at 5 of crank movement after the Valve l5 closed the channel I5. The channel I4 is completely opened .bythe valve I6 at the 220 point of crank 58.

Meanwhile, the exhaust valve Il began to open at the 175 point of crank 59, which was at the same instant when the valve i6 beganV to open the channel I4. The exhaust valve is fully opened when the crank 59 reaches the 205 point. It remains fully open until the crank 59 reaches the `320" point, at which instant the exhaust valve begins to close. At the same instant, the valve Iii starts to close the channel I4, the crank 58 being at the 335 point. The exhaust valve closes more rapidly than the other valve movements, being completely closed at the 340 point of crank 59, which is just after its closure began. On the other hand, the oscillating valve I6 takes 30o of crank movement to close the channel lli, completing its closure at the 5 point of crank 5B. The purpose of the early closure or' the exhaust valve is to build up a low pressure in the expansion chamber to counterbalance the pressure in: the ignition chamber at the close of the compression stroke of piston 5. v I

It will be seen from the above description that I have provided an internal combustion engine wherein a charge is compressed to a higher density and expanded, with a smaller loss of heat into the engine walls and cooling system by radiae tion and conduction, and wherein the increased energy thus made available for each cycle is converted into useful work by allowing the combustion gases to expand against the load piston to a volume considerably greater than that of the original charge before compression, By divorcing the size of the expansion chamber from thatv of the compression chamber, I have alsornade it possible to save a further portion of the fuel' energy by carrying the expansion against the load piston down to a point nearer'atmosphericV pressure than is customary in internal combustion engines.

`As compared with a normal internal combustion engine carrying outlthe compression and ex-y pansion in the same cylinder, whether of the Diesel or Otto cycle, the construction `which I obtained by transforming into useful work, en-

ergy which-is now wasted in the cooling water and exhaust gases.

-I claim: Y

y l. 1n an internal combustion engine, a cylinder and piston forming a compression chamber, a cylinder and Vpiston forming an expansion chamber having a greater maximum capacity than said compression chamber, a channel interconnecting said chambers comprising an ignition chamber, an intake .valve in said compression chamber, an exhaust valve in said expansion chamber, valve means controlling said channel so as to close said ignition chamber from said expansion chamber while admitting a charge to said ignition chamber from said compression chamber during a compression stroke of the compressor piston thereof, and to close said ignition chamber from said compression chamber while releasing a charge from said ignition chamber into said expansion chamber during an expansion stroke of the piston thereof, means mechanically connecting said pistons so that an expansion stroke of said expansion chamber piston follows directly after a compression stroke of said compression chamber piston, means forming Water jacket cavities around the walls of said compression chamber cylinder, said compression chamber piston being designed to provide good heat conduction from therentire surface of the head of said piston to the walls of said compression chamber cylinder, and the piston and cylinder walls of said expansion chamber comprising metallic surface parts constituting the boundaries of the expansion chamber, backed by insulation over a major part of their area.

2. An internal combustion engine as described in claim l, wherein said valve means controlling said channel comprises a hollow oscillating valve member', the inner space of which constitutes said ignition chamber, said valve member being lined with heat-insulating material.

An internal combustion engine as described Vin claim 1, wherein said valve means controlling saidV channel comprises a hollow oscillating valve member, the inner space of which constitutes said ignition chamber, and means for operating said inlet and exhaust valves, the operating means i'or said exhaust valve being adapted to hold said exhaust valve open during the inward movement of the piston of said expansion chamber and to close said exhaust valve shortly be- .fore the end of said inward movement, in order to establish a balancing pressure within said expansion chamber before said balancing Valve ,turns to open said ignition chamber to said ex- 05 pansion chamber.

FRANCISCO ANGEL QUIROZ. 

